Internal-combustion engine.



wiizzessaS J. H. HOPKINS. INTERNAL COMBUSTION ENGINE. A'PPLIOA'IjI'ONIPILIED AUG. 31, 1909.-

Patented m 3, 1910.

8 BHBBTBBHEET 1.

J. H. HOPKINS. INTERNAL QOMBUSTION ENGINE.

Patented May 3, 1910.

6 SHIJBTS-8EBBT 2.

APPLICATION FILED AUG 31, 1909 J. H. HOPKINS. INTERNAL COMBUSTION.ENGINE.

APPLIOATION PILED AUG.31, 1909.

- Patented 1am a; 1910.

" 6 SHEETS-BIEBBT 3.

- LZ-U- l a rgr/uwnxg QZZ W Wtmses J. H. HOPKINS. INTERNAL COMBUSTIONENGINE.

APPLICATION FILED AUG. 31, 1909. I

Patented May 3, 1910 6 SHEETS-SHEET 4.

lnvenZor finesses' W/fl w .Z'JQrney J. H. HOPKINS. I INTERNAL COMBUSTIONENGINE. APPLICATION FILED $119.31, 1909.

956,967. N K PatentedM 1910.

BSHEE BET 5.

J. H. HOPKINS.

INTERNAL GOMBUSTION' ENGINE.

.APPLIOATION FILED AUG. 31, 1909.

Patbnted May 3,1910..

6 SHEETS-SHEET 6.

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2f ifianm/ wW/K -I and 2.

in ms, :1 subject UNITED PATEN T OFFICE.

JAMES HENRY HOPKINS, OF MANCHESTER, ENGLAND.

INTERNAL-COMBUSTION ENGINE.

To all whom it may concern:

Be it lrnown that I, JAMES HENRY Horof Great Britain, residing at llanrdiester, in the county of Lancaster, Kingdom of Great l'firitain,have invented new and useful Improvements in and Connected withInte-rnaLCombustion Engines, of which the following is a specification.

My invention relates to improvements in and connected with that type ofinternal combustion engines operated by gas, va or,

oil or the like, having cylinders of di. erential bores and pistonstherein arranged tamden which engines are known. as two stroke andvalveless engines and wherein the large bore or cylinder is used as"pump space to receive and compress the charge and in the small bore orcylinder farthest away froin the place 011 the out stroke of the pistonevery revolution of the crank shaft.

My invention has chiefly for its object to provide an improvedarrangement of cyli ders, pistons, ports and pipes whereby the said typeof 'engine is rendered more eiiicient and reliable in action thanhitherto has been the case.

I attain this object by the mechanism illustrated in the accon'ipanyingsix sheets of rawings, in which- Figure l is a sectional front elevationof a vertical type of engine constructed in 2.0-

cordance with one embodimentof my invention showing the formation andalso the relative position of the double trunk 1pistons to the cranks, adetachable water j'ac et, an electric contact breaker and provisions Onepiston is shown Fig. 2 1s a. vertical sectional end elevation of Fig. 1through one of the differential bores of the cylinder and through one ofthe double trunk pistons and cross over connection piece, inlet andexhaust connections, and also showing the position of ports in relation'to the piston position. Fig. 3 is a front elevation of the twincylinder of differential bore showing the relative position of the portsand their formation, also pro- .VISIOII 01 the sparking plugs or hottubes and the communication to the water jacket space and water jacketcast with the cylinder and not detachable as is the case in Figs.

crank shaft an explosion takesv Specification of Letters Patent.Application filed August 31, 1909.

Fig. 4. is a horizontal section "of 1 crank shaft. a combination SerialNo. 515,535.

ally termed the explosion chambers and the inlet and exhaust ports. Fig.5 is an end elevation of Fig and the exhaust port and water inlet con--nection preferably arranged on same side of the cylinder. Fig.6 is ahorizontal section of Fig. 5 through the large diameter bores usuallytermed the pump chambers and its inlet port showing also the waterconnection inlet and holding bolt holes. Fig. 7 is a rear side elevationof Fig. 3 showing the position of the exhaust ports and the waterconnection. 'Fig. 8 is a horizontal section of Fig. 7 through the pumpchambers and outlets which connnunlcate with the cross-over connectionpiece. Fig. 9 is a front elevation of the double cored cross-overconnection piece showing a means of fastening same to the twincylinders. Fig. 10 is a horizontal section of Fig. 9 through one set ofports and. part section through its passages. Fig. 11 is a rear sideelevation of Fig. 9 showing the position of the openings whichcorrespond to those of the cylinder. Fig. 12 is a vertical sectional'end elevation of.Fig.' 9 throughthe middle showing the position of thepassages and two holes for bolts or studs. 4

Fig. 13 is a front elevation showin' a COIII- bination of two pairs oftwin cylin ers constructed in accordance with my invention and arrangedas is usual in motor car and launch engine practice, namely 2110' theFig. 14: is an end elevation of of two pairs of twin cylindersconstructed in accordance with my invention and set at an other. Fig. 15cylinder combination constructed in accordance with my inventionsuitable for a stationary type of engine. Fig. 16 is a front elevationof an air cooled engine constructed in accordance with my invention'withthe" front portconnect-ions removed'and provided with a combinationcrank and flywheels built upEto suit the positions of the trunk pistonsand inclosed as is the usualflpractice'in. motor cycle engines and thelike Similar characters refer to similar parts throughout the severalviews.

In carrying out my invention and refer ring to Sheets .1, II,-'I II, andIV, a is the twin cylinder casting, 7), c are the larger diameter borepump spaces, d,'e the exangle of 90 deg Fig. 3 through the smalldiameter bores usuplosion chambers. The pump-spaces b, c

Patented May 3, 1910.

. 3 showing the port faces rees be 15 a side elevation of a twin portsto the pump spaces serve also for the first stage compression of themixture previous to the entranceto the explosion spaces (1., e which aresmaller in diameter than the said pump spaces.

f, 9', Figs. 2, 3 and 6 are th'emistnrc inlet bureter or other supply.

h, z" Figs 2, 3 and 8 are the outlet ports from pump spaces after firstcompression and communicate with the double cored cross-over connectionpiece it, Sheets II, III, and IV.

Z, on are the inlet pionnection piece is to t a, 0 Figs. '2, 4'and'7 arethe exhaust ports allowing escape of burned gases and the like from thesaid e. plosion chambers. The act-ual communication between cylinderbore and ports of pump and explosion. chambers are preferably made asshown by drilling a series ofholes p. These holes dividing up the.burned gases, a niuflling effect is pro-- duced which greatly assiststhe silencing o the engine. They also oiier the least pos sibleobstruction to the traverse of the piston rings. g, 7", Figs. 1 and 2 inthe e xplo sion chambers and pump spaces respectively.

orts from crossover e explosion chambers These rin scannotgetjainmed aswould be sol necessary that the inlets f, spaces 'side as the exhaustoutlets n and 0 and f in ossi'ole i the ports 7, 9, Z, m, n, 0, were, ofslot formation where they break through into the cylinder bores. Theoutside of these pprts is preferably cored of slotted formation for somedo th leaving the metal flat and at right ang es to the line of drillingthrough to the cylinder spaces. double cross-over connection piece is isarranged with two independent cored passages s, 15,

Figs. 2, 9 and 10, communicating with openings a, w, and o, a, Figs. 9and 11. These passa es cross each other from right to left, 'namey u tow and left to right o to a:. They do not in any way comn'iunicate witheach other. The openings a and o areplaced over the outlets fromthe pumpspaces h, z

and the openings w and .00 fit over Z and m of the explosion chambers.It will thus be seen thatthe left hand pump pace 1) con trols the righthand explosion "chamber .6 and pump space a in working with the exlosionchamber cl. Provision is made for attaching'the cross-over connectionpiece it to the cylinder a by means of the like through holes '0. I mayhere remar I that studs, bolts or it is not absolutely g to the pump b,c be on the same side of the cast ing" as the double cross-overconnection piece k. These inlets'mayhe placed on the same this.position. in some cases would bein a much better position when'say' heatfrom exthe carbureter or even 'assisting to used for combustion.

vaporize the liquid'fuel b, 0 from thecar eters of the double trunkpistons s tion pieceiscommunicates' with port-m the When placed onv thisside the water inlet may he arranged just above the inlets f, g.

z and 2, Figs. 1 and 2 are the double trunk pistons, the large'diametcrpart causing the vacuum for taking in the mixture, also the firstcompression of the mixture in the pump spaces b and a and the smalldiameter part the final compression of the mixture and the exhaust ofhorned gases in the explosion spaces LZ, e. 'The upper ends of nothdiamand 2 are fitted with split spring rings g and 1' to form a gastight connection. walls of the cylinder and so assist the pumpingand'compressin and to also take up wear for some consi erable time whenthey may be renewed to again bring about satisfactory runningconditions. The upper end of pistons e and 2 are provided with a fiectoror strip of metal 3, l, 2 and i, opposite'to the inlet ports Z, at,these de flectors act as a baiile between the incoming charge of mixtureand the open exhaust ports '21., 0 at the opposite side. They also actas a guide to the mixture and deflect it in an upward direction towardthe sparking plugs 4, 5 Figs. 1 and-2 (or their equivalent hot tubes).Thus the incoming mixture charge assists in driving forward toward theexhaust, ports the remaining burned gases and so scavenging bers.

.6 and 7 are the connecting rods convey ing the impulses from thepistons z 2, to crank pins 8, 9 of the crank shaft 10. It will be notedthat the crank pins 8, 9 are placed directly opposite .each other,namely at 180 degrees. They then control the pis tons a and 2 so thatwhen one is in the ex- ,the other is in the, ex-

treme top position, treme out position, under these conditions thepistons 2 and 2 work in relation with The engine described operates asfo'l 'lows zlhepiston slicing at its extreme out stroke has caused avacuum in pump space I) and immediately it uncovers theHllXlilll'B..'ll1-. let port 1 the gases willbe drawn inside the pumpspace I), as the piston s travels upward it covers port f and compressesthe mixture between the largediameter part of piston "and the top ofpump sp'aceb. 'At the moment the piston a arrives at the top ofthestroke, the other piston 2 has got to the bottom or extreme .outstroke, now at this moment the piston 2unoovers-port m and as thepassage t in the crossover connecmixture under compression passes overto the other explosion chamber 0, Elie piston 2 now moving; upward looksup the mixture between the the explosion chain- I 4 V sliding sleevessimilar connection piece 50 which will allow in the explosion chamber 6and compresses it until the piston 2 arrives at the top of its stroke,about this moment the mixture or gases are fired either by the electricspark plug 5 (or hot tube, or other suitable de- \'ice). The gases nowexpanded drive the piston 2. downward and finally jeseape through port.0 just pro vious to the piston 2 arriving at the bottom of'its strokeand ust before it uncovers again the inlet port m for the next charge.Each piston is performing a similar function for its neighbor.

The pistons z and 2 being arranged to drive on to the crank pins 8, 9placed at opposite angles and also both pistons and their;

cminections being alike, it will be quite readily seen that the movingparts belng of equal weight, they form in themselves a running balanceof moving parts and so.

greatly reduce the vibration as compared with many types of engines'ofthis class.

The inlet ports 7", g are covered by a (1011-? nection piece 11, Fig. 2arranged for coupling up to a carbureter or similar m xture supply. Theconnection'piece 11 supplies both sets of pump space inlet ports f, u

The exhaust ports a, 0 are also fitted with aof the burned gases fromboth ports being conveyed by one pipe to a silencer or 111 launch workunder the water.

In Figs. 1 and 2 the water cooling jacket alloy when weight is aconsideration, the

base being bolted to a circular flange 13 cast in one with thecylinders. A packing gland 14: is provided to allow the exhaust pipe tocome outside and .to make a water tight joint around the pipe. At thetop around the sparking plugs 41, 5 which are fitted with adapters 15,16 is a packing washer and nut. The adapters15 and 16 are screwed intothe top of explosion chambers- (Z, 6 and tapped at their centers to takethe spark plugs 4, 5 (or hot tubes), the outside is also screwed to takethe nut to bind the packing washer. The water inlet 17 is part of thetwin cylinder casing, there being provided a passa e way from the inlet17'to the upper side 0 flange 13. The wateroutlet is preferably as shownat 18 between thelugs-4 and 5 when tire-engine is a verti'ca one, and at19 the'opposite side to inlet when used horizontally.

Figs.;-.- .-3, t and, 5 show a water cooling jacket- IQQcitSb in" onewith the twin cylindbrafinthis instance the inlet is at- 17- and theoutlets either at 18.01: 19. At 20 and 21"'a-re other outlets, 'theseare to assist in locating the'ci'ires before casting and for theremoval'ofuthe core sand after casting- They ti ht.

' 11 Figs. 1 and 2, asuitable' type of crank are finally plugged up andmade water case 35 is shown jointed horizontally along the crank shaftand having a seating on its top side to take the twin cylinder casting.The cylinders are bolted down preferably by studs or bolts, holes 43 forwhich are shown in Fig; 6. The crank case 35 is provided with bushes 36,29 Figs. 1 and '2. Provision is also made for oil. to get to thebearings 36 and 29 through passages 37 and 38 and also for any excesswhich flows outward to return to crank case along other passages 39, 4:0and a drain and plugs 4.1 for running off oil from the crank case.

The top half has feet 42, for bolting down to foundation, frame of earor the like.

In the engine shown in Fig. 13, a flywheel'22 is employed with a clutchconnec-- tion 23 having a' aw piece 24 for manipu- .lating the clutch23, also a spring 25 for inders. 'Cross-over connection pieces are alsoemployed and the cranks of'the two pairs of'cylinders are at rightangles to each other so that there is an even distribution of power tothe crank shaft.- Any number 9 of pairs of cylinders may be arrangedalonga crank shaft, the cranks for each set being evenly spaced aroundthe said shaft.

In Fig. 16 a crank shaft 10 is shown com-- posed of three disks 27,which act as fiywheels." The two outside ones maybe either solid orbuilt up with their crank pins and shaft parts or the crank pins may befitted in a taper hole and keywayed and lock nutted in the outsidedisks. If made in this. manner the crank case could have removable-endsto carry the bearings or be split in ha1ves. yer;...-.="

tically instead of: horizontally. The crank shaft 10 in this case isprovided with a V belt pulley 28 as usedifor motor cycle and the like.Thecrankshaft bushing 25) carries on its outer end a stationarycontrolling back plate:

30, to electric contact breaker 31, The frontinsulatiou bodyportion isirranged to, be adjusted an'gularly about rent-act drum or rotor 32 andit is shown rrying two contact plunge/n33, 34:. This attachmentwouldhave to be modified to twin cylinders used.

In 14- and 16 an air cooling jacket- 12 is shown in which case fins .orgills of metal are cast on the walls of the cylinder suit the number ofto expose as much surface as possible and' so assist the'engine by aircooling its cylin der as is usual in motor cycle practice. These fins orgills might-be modified in arrangements so as to resent or exposemore.surface to air. S ilCl]. modifications would depend on the positionof the cylin ders and their exposure'to the air current other.conipletely surrounding the crank.

the lower Iartdfi of which is in one piece .30 The loosepart of thecrank case 44: is jointthe water and exhaust connections and on s0 haustport 18 a connection piece to take the trunk pistons a, 2 by crossheador gudgeon hot tubes) may be arranged to screw direct willnll'ow of astiff boring bar being-used- 80 placed at opposite angles namely'lSO dcthe contact drumor rotor 32 of an electric 4 scene? contact arrangement31 controlling the :i nition when spark plugs are used. 59 t estartinghandlearranged adjacent thereto, a cross pin 50 providing theturning (:1l]utcli3 abutment of the shaft 10 to the hair I wish itto beunderstood that I do not limit myself to any former arrangement of crankcase,type of crank shaft or flywheel combination or electrical equipmentas herein described, or to the, means of cooling the cylinders and otherparts, for instance the upp'erhalf'of the crank casemay be in onecasting with a'cylinder'of twin formation thus doing away completelywith cylinder so joint to the crank case, while the bottom half of thecrank case may be provided with feet or lugs to fasten to the bed'plateor to 1 the frame of a car or machine or it may in The fins, or gillsmight be detachable and j of sheet metal, or they might be wires or anyother suitable material which would adapt. itself as a'conducto'r of andidistributer of" 5 heat I In'Fig. 14 the motive power inlet is ar rangedtOzbOllh pairs of pump chambers so that same may be taken off onesupply. The cross-over connection pieces 70 are shown in part section.The position of the cranks as shown in this instance is such as willgive a similar distribution of power to the crank shaft asthose in Fig.13. The position of the cylinders bein now at degrees brings 5 aboutthese con itions. Any number 0 pairs of cylinders either water cooled orair cooled may be arranged around a. crank shaft, say 6 pairs, in whichcase they would stand at an angle of 60 degrees to each shaf t.-' Thecrank pins would all be in the" same plane and not set around the shaftin pairs as Fig. 13. I

In Fig. 15 a crankcase of 44, 4:5 is shown,

gine may also-be readily adapted for use with oil vapor or carburetedVapor or gas as the combustible.

I am aware that previous to my invention internal combustion engineswith valves 90 have been made with large and small bore twin cylindersand in'sorne cases cast integral with each other, also that compressedair has been transferred from the pump space of one set to theexplosionchamber 9a of the other set of the twin cylinders by portsarranged rosswise in the wallbetweeii the cylinders with orwithoutvalves which arrangement I do not claim.

I claim: 106

1. In an internal combustion engine, a I pair of cylinders of integraltwin formation and difierential bores, a, charge admission port in thewall of each large and an ex aust port in the wall of each small borecylinder, means for linking the said two charge admission ports andexhaust orts respectively together, a jointfcharge a mis: sion pipe anda joint exhaust pipe connected I with the r'espective'linkin means, acharge 110 outlet 'port in the wall o each large anda charge inlet'portt e-wall ofea'ch small bore cylinder uperp ed; above the said chargeadmission ports and means for cross wise'connecting the said chargeoutlet andinlet ports and thereby transferring the charge from the largeto the small bore cylinders, all combined substantially as and for thepurpose set forthn' I I 2. In an internal combustion engine, a pairofcylindcrs of integral twin format-ion and difierential bores, a chargeadmission port in the wall of each largeand an ex anst port in the wallof each small bore cylinder, means for linkin the said'tw o chargeadmission ports an exhaust orts respectively together, a joint charge amission pipe andfa'joint exhaust pipe connected I withtherespectivdlinking means, acharge outlet port inthe wall of each largeand a 1m with and orms also a foundation base and 1 at the bottom 46 maybe of box formation to serve as a silencer to. receive the'hurned Igases from the exhaust connection pipefl'Y. ed at. anangle of 45degrees, bolts or studs being arranged forholding the two parts l4 and45 together. Y 4

I On the underside of the twin cylinders are the top side the motivepower inlet, the cross-over connection piece and the water outlet. Atthe extreme outer end are the sparking plugs or hot tubes. On theexburned gases i to the base casing or silencer. Referrin to Figs. 1and-2 again, the coin necting r0 s 6, 7 arevbushed at their up er ends48 and ,areconnected to the den 1e p'insddand' at their lower endsarefitted caps 51, 52which embrace split bushes 53, 541, and are held tothe rods 6, '4' b;y bolts and lock nuts .55. The spark plugs 4, 5 (orinto the twin cylinder bores instead of mak- .ing'use of adapters. Thiswould often be the Wlthsmall air cooled engines. However, in largerengines the adapter holes whenborin the cylinders nstead of an unsu'ported orin tool which may "be sulficientl'y stron w n tooling smallcylinders.

The crank sfiaft 10 has crank pins 8, 9 provision beingb-made at 56 totake i ywhe'el 57 whichis ore'dtaper and key- --wayed,.lock nuts 58 arefitted for safety. The other end of the crank shaft 10 carries itself"form the engine bed plate. The en 35 t charge inlet port in the wallofeach small bore cylinder superposed above the said charge admissionports, the said ports-com sisting each partly of a slot and partly of aseries of holes, all combined substantially as and-for the purpose setforth.

3.. In an internal combustion engine, a

pair of cylinders of integral twin formationand difierential bores, achargeadmission port in the wall of each large and an exhaustjport inthe wall of each small bore cylinder, means for linking the said two carge admission ports and exhaust'ports respectively together, a jointcharge adn l'ssion pipe and a joint exhaust pipe connected with therespective linking means, a charge'outlet port in the wall of each largeand a charge'lnlet port in the wall of each small bore cylindersuperposed above the said charge admission ports and means .forcrosswise connecting the said charge outlet and inlet ports and therebytransferring the Charge from the large to the small bore cylinders, thesaid means consisting of a cross over connection piece having twopassages independently crossing each other and located over the saidoutlets front-the pump chambers and inlets-of the explosionchambers, allcombined substantially as and for the purpose set forth.

4. In. an internal combustion engine, a pair of cylinders of integraltwin formation and difierential bores, a charge admission port-in thewall of each large and an exhaust port in the wall of each small borecylinder, means for linking the said two charge admission ports andexhaust ports respectively together, a joint charge admission pipe'and ajointexhaust pipe connected with the respective linking means, a chargeoutlet port in the wall of each large and a charge inlet port in thewall of each small bore cylinder superposed above the-said chargeadmission port and means for crosswise connecting the said charge outletand inlet ports and thereby transferring the charge from the large tothe small bore cylinders, a double trunk difi'erential piston in eachcylinder, the large diameter piston of one of which during its.outstroke creates a Vacuum and at the end of its outstroke I uncoversthe said charge admission port and on its 'instrcke com resses the chare in its cylinder before the. small diameter ,piston' in the'explosionchamber of the'other cyl; inder uncovers the respective inlet port, all

combined substantially as and for the purpose set forth. I

5. In an internal combustipn engine, a pair of cylinders of integraltwin formation and ditferential-bores, a charge admission port in thewall of each large and an exhaust port in the-wall of each small borecylinders, a double trunk differential piston in each of the saidcylinders; the small diameter piston of one of which during itsoutstroke first uncovers the respective exhaust port and at the end ofits outstroke uncovers the respective inlet port to permit thecompressed charge in the pump space of the opposite cylinder to enterthe said eX- plosion chamber for ignition, all combined substantially asand for the purpose set forth.

6. In an internal combustion engine, a

pair of cylinders of integral twin formation and differential bores, acharge admission port in the wall, of each large and an exhaust port inthe wall. of each small'bore cylinder, means for linking the said twocharge admission ports and exhaust ports respectively together,; a jointcharge admission pipe and a oint exhaust pipe con-' nected with therespective linking means, a charge outlet port in the Wall ofeach largeand a'charge inlet port in the wall of each small bore cylindersuperposed above the said'charge admission orts, a joint con-' nectioncover for the said mlet and the said exhausfiport and a charge inletpipe and an exhaust pipe on the said covers res ectively, all combinedsubstantially as am for the purpose specified.

In testimony whereof I have signed my name to this specification in thepresence of two subscribin witnesses.

JA ES HENRY HOPKINS.

Witnesses ALFRED BOSSHARD'I, STANLEY E. BRAMALL.

